Safety car control equipment



J. C. M CUNE SAFETY JAR CONTROL EQUIPMENT Aug. 16, 1932.

Filed July 6, 1931 INVENTOR. JOSEPH c. McCUNE BY ATTORNEY.

Patented Aug. 16, 1932 UNITED;

PATE T ounce I JQSEPH c. MCCUNE, or EDGEWOOD, PENNSYLVANIA, ASSIGNOR TO THE wnsrmenousn AIR BRAKE s n qav mennme mmenvwm 4. 9 1934 OF a neatibin edJul -e, 1931". serial ms; 548342.

tive brake equipment is adapted to operate in accordancev with variations "in brake pipe pressure to control the locomotive brakes, and its operation is also controlled by an independent brake valve device independently of variations in brake' pipe pressure.

The distributing valve device lsprovided with an application pipe through which the locomotive brakes are adapted'tobe applied and released by operation of the independent brake valve device, and a releasejpipe through which the locomotive: brakes 'areadapte'd to be released upon an increase in brakepipe pressure.

If the application pipe should become broken, an application of the brakes is impos-- sible either by reducing brake pipepress'ure or by operation-of the independentbrake valve device. If the release pipe should become broken it doesfnot interfere with an application of brakes effected. by reducing brake pipe pressure, butwith the equalizing portion of the di'stributing valve device in release position, an application of the brakes device is preventedf I I he usual distrlbuting valve device is pro- 1 vided with an application piston chamber to which fluid under pressure'is' supplied in effecting anapplicatio n of the brakes; The application pipe is'co'nriectedto the-application piston chamber s'o that fluid under pressure supplied to. said chamber equ aliz es' into the application pipe."

The application pipe usually extends from one end of a locomotive to the other end and thus varies in length andvolume inzaccord- 1 ance with the length of the locomotive. Gonsequen ly, the pressureobtained in' the application piston chamber upon a reduction in brake pipe pressure depends upon and varies with the amount of application pipe volume 'Which is added to said chamberl T This is" by operation of theinde pendent brake valve undesirable inth'at the pressure obtained in the application piston chamberand consequently' in the brake cylinder can not bedefi nitely fixed and if the pressure is satisfactory for a-shortlocomotive,--- it will lower on a long locomotiveand inayfnot provide the, properdegree of retardationr a Means have heretofore been provided-as disclosed in my I pending application, Serial No. 373,169, filed June 24, 1929, wherebythe application cylinder pipe is cut off fromthe application piston chamber when an application of thebrakes is eflected bya' reduction in brakelfpipe pressure, s'o that fluid under pressure supplied to the application piston chamber does not equalize intotheapplieation pipe,andthe same means are also adaptedtoprevent the loss of locomotive brakes upon breakage of the application: pipe However, after an emergency applicationwf the brakes is effected,- the locomotive brakes can? not be released independently of the train brakes by operating the independent brake valve device. a

One object of my invention is to provide improved means for preventing equalization of pressure supplied to' the application :pist'on chamber into the application apipeaml for ensuring that thebrakes will 'beapplied on the locomotive in case the application pipe'shoul'd'become broken; v

j'Anothe'rob'ect'of my invention is to provide means'bywhichfthe' brakes on the 1000- motive may be released independently of the brakes on "the train after anemergencycapp1ication.'- *1 Another object ofmy inventionis to provide' means on the locomotive for effecting an emergency app ication of the brakes should the en'gineer become incapacitated.

Another object of my invention is to provide safety means associated with the brake apparatus on the'locomotiv'e adapted to effect anemergency application if the en'gineer should become incapacitated and 'means for preventing thelrelease of the brakes unless the safety means is restored to its normal or running position.

Other objects and advantages willappear' As shown. in the drawing, the fluid prestary valve of the independent brake valvedevice shown in Fig. 1; Fig. 3 is an elevation of an automatic brake valve device for use in connection with the brake equlpment shown in Fig. 1 and having a portion broken away to show a connection established through the rotary valve in the usual running position; and Fig.4 is a view similar to that of Fig. 3 but showing the rotary valve of the automatic brake valve device in a different position.

sure brake equipment comprises a distributing valve device'l, an application valve device 2, a foot valve device 3, an independent brake valve device 4, and an automatic brake valve device 5. 7

The distributing valve device 1 comprises the usual'valve portion 6 mounted on one face of a filler portion 7, and a reservoir portion 8 mounted on another face of the filler por- The valve portion of the distributing valve device comprises an'equalizing piston 9 hav ing at one side a chamber 10 open to the brake pipe 11 through a passage and pipe 12 and-having a valve chamber 15 at the opposite side connected through passage 16 with the usual pressure chamber 17 and containing a main slidevalve 13 and an auxiliary slide valve 14 adapted to be operated by said piston.

The valve portion of the distributing valve device further comprises an application piston 18 having a chamber 19 at one side and a chamber 20 at the other side. The piston 31. For transmitting the deflection of diaphragm 33 to the valve 31, a lever 37 is provided. Said lever is pivotally mounted on the ring 36 and one end is pressed into engagement with a follower 38, which engages the diaphragm 33, by means of a spring 39. The other end of the lever 37 is provided with an adjusting screw 40 engaging the stem of thecut-off valve 31 for operating said valve. A stop lug 41 is provided on a partition wall 42 for normally limiting the deflection of the diaphragm 33 by the spring 39.

Mounted in the partition wall 42 of the cas ing is another valve .43 which is adapted to be pressed into engagement with its seatby the deflection of a flexible diaphragm 44 which is mounted between an annular seat 45 of the partition wall'42 and a clamping ring 46. A lever 47 is provided for transmitting deflection of the diaphragm 44 to the valve 43 and is pivotally mounted on the ring 46. One end of the lever 47 engages a follower 48 of the diaphragm 44 and the other end of said lever is provided with an adjusting screw 49 for operating the valve 43.

Associated with the filler portion 7 is a double check valve device comprising a double check valve 50 having at one side a chamber 51 open through passage 112 and passage and pipe 12 to the brake pipe 11 and having at the opposite side a chamber 53.

The application valve device 2 comprises a piston 54 havingat one side a chamber 55 and at the opposite side a chamber 56 open through passage and pipe 28 to the main reservoir 29. A slide valve 57 is contained in the'chamber'56and is adapted to be operated by the piston 54. A spring 58 is provided in chamber 55 for urging the piston 54 and slide valve 57 to the normal position shown in the drawing.

Associated with the application valve device 2 is a safety control cut-off valve device comprising a flexible diaphragm 59 having 45? 1 i id d ith a t m 24 upon hi h i a valve seat rib 60 adapted to engage and seal mounted a baflie piston 21 separating chamber 20 from avalve chamber 22 containing a release slide valve 23 adapted to be operated by the piston 18.

.The piston stem 24 is provided with a pin 25 adapted to operate an application'slide valve 26 uponmovement of the application piston 18. The application slide valve 26 is contained in a chamber 27 which is connected to a passage 28 leading to a main'reservoir The fillerportion 7 of the distributing valve device comprises a. 'casing having a chamber 30 containing a cut-off valve 31 and a spring32 for urging said valve into engagement'with itsseat. The casing is provided with a partition wall 35 having an annular seat 34 between which and a clamping ring 36 is mounted a flexible diaphragm 33 for controlling the operation of the cut-off valve on a rib 61 in the casing, and a flexible diaphragm 62 for deflecting the valve diaphragm 59. Said diaphragms are operatively connected through the medium of a follower plate 63 carried by the diaphragm 59 and having a stem 64 adapted to engage a follower plate 65, which in turn, engages the dia phragm 62. A chamber 66 is formed at one side of the diaphragm 62, and a chamber 67 is formed between the diaphragms 59 and 62 and is open to the atmosphere through a passage 68. V

The foot valve device 3 comprises a casing having a chamber 70 containing a valve 69 which is urged to its seat by a spring 71. For unseating the valve 69, a flexible dia phragm 74 is mounted in the casing and engages the fluted stem 72 of valve 69, said stem extending through a partition wall and into chamber 73. In unseating valve 69, the diaphra-gm 74: is deflected into engagement with a seat rib 75 for closing communication between chamber Z3 and an atmospheric =cham-' ber- 78. A foot pedal 76 is provided tor deflecting the diaphragm 7 4 through the medium off a diaphragm follower member'TE), said foot pedal being pivotally carried by a pin 77 in the casing. A spring'80 isxn-rovided between the casing and the foot pedal 76 for urging the pedal away from the diaphragm follower 79 upon the relief of manual pressure on the pedal 76. r a

The independent bralre vaz-lve device 4 is of the :usual type comprising .a casing having a chamber 81 containing'a rotary valve 82 adapted to be turned by a handle 83 through the medium of .a shaft 8 1. Tie independent bra-lie valve device is connected .to pipe 85 leading to a reducing valve device 86 which may be of any desired construction, and is also connected to the usual application cylinder pipe 87 and distributing valve release pipe '88 in the well known manner. The disributing valve release pipe 88 is connected through a cavity 89 in the rotary valve 82 to a pipe '90 leading to the automatic brake valve device 5, which is shown in Figs. 3 and 4.

The automatic brake valve device 5 is of the usual constructioncomprising a casing having a valve chamber 91 containing a rotary valve 92 adapted to be turned by a handle 93. The brake valve casing is brokena may to show the manner in which the distributing valve release pipe from the independent brake valve device t is controlled by the'rot-ary valve v92. The automatic brake valve device is also connected to the application pipe 87, the main reservoir pipe 28, a pipe 94 leading to the usual feed valve device (not shown), and through a pipe 95 to the brake pipe 11, so that the pi: ire fluid in the h. pipe may be varied in the usual manner.

The above description of t ne automatic brake valve device is limited to such as are deemed necessary to a clear understanding of the invention, a complete illus.

tration description being deemed urn-iceessary, since the automatic brake valve device is a well known part of the usual locomober 27 of the distributing valve device 1, to

valve chamber 56 of the application valve de-' attentiveness of the operator, and the pedal 76 is normally maintained depressed by the foot of the engineer. This deflects diaphragm 74 into engagement withseat rib 7 5 and run.

details 'seats'valve 69; Fluid'at main reservoir pressure then flows from chamber 70 to chamber 73 and from thence through passage and pipe 961:0 chamber 97 below the cut-off valve diaphragm 59. The diaphragm valve 60 is normally unseated from rib61 so that fiuid flows from chamber 97 through passage 98 to "the application. valve piston chamber 55. The fluid pressures are thus balanced on the opposite sides. of the application piston 5a and spring 58 maintains said piston and the slide valve 57 the position shown in the drawi-ng. In thisposition of slide valve -57,"fluid at main reservoir pressure flows from chamber--55 through passage and pipe 99 to the reducing valve device 86, which then operates the usual manner to supply fluid at a reduced pressure to pipe 85 leading to chamber 81 in the independent bra-he valve device 4;.

Fluid under pressure is supplied to the brake pipe 11 by operation of the automatic brake valve device 5 in the usual manner. From the brake pipe 11, .fiuid under pressure flow-s through pipe and passage 12 to equalizing piston-chamber 10 of the-distributing valve device 1. With the equalizing piston 9 in the release position shown in the drawing, fluid under pressure flows from chamber 10 through a feed groove 100 to valve chamber 15 and from thence through passage 16 to the pressure chamber 17, thereby charging said chambers.

With the equalizing. slide valve 13 in release posi the application piston chamber 19 is open-to the atmosphere through passage 101. cavity 102 in said slide valve, passage 103, past the checkvaive 104, through passage 105, distributinq valve release pipe andpassage 8.8, cavity .89 in rotary valve 82 of the independent brake valve device 4, passage and pipe 90, cavity 106 in the rotary valve 92 of the automatic brake valve device 5 and atmospheric passage 107. 8

With the application piston chamber .19 at atmospheric pressure, the usual brake cylinder .108 is opened to the atmosphere through pipe and passage 109, release valve chamber 22 of the distributing valve device 1, port 110 in the release slide valve 23 and atmospheric passagelll.

Fluid at brake pipepressure flows from the brake pipe passage 12 in the distributing valve device through passage 112 to chamber 51 of the double check valve device and from thence through passage 113 to diaphragm chamber 114;. The diaphragm 4.4 is thereby deflected to seat valve 43 so as to cut oil communication from chamber 115 to chamber 116, the chamber 116 being at all times open to the atmosphere through a passage 117.

Chamber 115 is open through passage 105 to the distributing valve release pipe 88, which is normally vented as hereinbefore described. Chamber 118 at the opposite. side of diaphragm 33 is also open to the atmosphere through the application pipe passage 119, past the check valve 120 and through the distributing valve release passage 105 and pipe 88. This permits spring 39 to hold the dia phragin 33 in engagement with the stop 41 and in turn permits spring 32 to seat the cutoff valve 31.

If it is desired to effect an automatic service application of the brakes, the pressure of fluid in the brakepipe 11 is gradually reduced by operation ofthe brake valve device 5 in the usual, well known manner. The equalizing piston chamber of the distributing valve device 1 being connected to the brake pipe 11 throughpassage and pipe 12, the pressure of fluid in said chamber reduces and permits the pressure of fluid in the equalizing valve chamber to shift the piston 9 and slide valves 13 and 14 to service position.

In service position of the slide valves 13 and 14, a service port 121 through the slide valve 13 is uncovered by slide valve 14, and said service port registers with passage 101 in the seat of slide valve 13. This permits fluid under pressure to flow from the equalizing valve chamber 15 and the connected pressure chamber 17 to passage 101 and from thence to the application piston chamber 19 and also from passage 101 through cavity 122 in the slide valve 13 to passage 123 leading to an application chamber 124.

The pressure of fluid thus supplied to the application piston chamber 19 shifts the application piston 18 toward the left hand. In moving toward the left, the piston 18 shifts therelease slide valve 23 so as to lap the brake cylinder exhaust passage 111, and further movement brings port 125 in the application slide valve 26 into registry with chamber 22. This permits fluid under pressure supplied from the main reservoir 29 to chamber 27 to flow through port 125 to valve chamber 22 and from thence through passage and pipe 109 to the brake cylinder 108 to apply the brakes.

Fluid under pressure supplied to passage 101 leading to the application piston chamber 19 and connected with the application chamber 124 also flows to the cut off valve chamber 30 and since the cut-01f valve 31 is normally seated, fluid under pressure equalizes in chamber 30. The cut-ofl valve 30 thus prevents equalization of fluid under pressure from the application piston chamber 19 and application chamber 124 into passage 119 and the application cylinder pipe 87, which would cause an undesirable reduction in the pressure obtained in the application piston chamber 19 and consequently in the brake cylinder. The length of the application cylinder pipe 87 varies according to the length of the locomotive and if the application cylinder pipe cut-ofi valve 31 were not employed, the pressure that would be obtained in the application piston chamber for a certain degree of brake pipe reduction would vary as the volume of the application cylinder pipe 87. The cut-off valve 31 prevents such variation in pressure in the application piston chamber 19 by fixing thevolume to which fluid is supplied by the equalizing valve device.

The application cylinder pipe 87 is lapped by the rotary valve 82 of the independent brake valve device 4 when said rotary valve is in the running position, as shown in Fig. 1, in which position, it is normally carried when the brakes are applied upon a reduction in brake pipe pressure. The application cylinder pipe 87 is also lapped in the automatic brake valve device in all posit-ions except the usual emergency position. Also, the usual distributing valve release pipe 88 is connected through rotary valve 82 of the independent brake valve device 4 to pipe 90, which is lapped by rotary valve 92 of the automatic brake valve device 5, as shown in Fig. 4 of the drawing, when said brake valve device is moved outof the usual running position shown in Fig. 3 of the drawing.

Fluid under pressure supplied through pipe 109 to the brake cylinder 108 in the manner hereinbefore described flows from said pipe through cavity 126 in the application slide valve 57 to passage 127 and from thence through pipe and passage 128 and a choke 129 to the lower side of a check valve 130, thence past said check valve and through passage 119 to chamber 118 in which the pressure acts on one side of the cut-off valve diaphragm 33. At the same time, fluid under pressure flows from passage 119 through a choke 131, past check valve 120 to passage 105 leading to chamber 115 on the other side of the diaphragm 33. The diaphragm 33 is thus subject on its opposite sides to fluid at the same pressure, which permits spring 39 to maintain lever 37 in the position shown in the drawing, in whch the cut-off valve 31 remains seated.

The release pipe 88 being connected to passage 105 to which fluid under pressure is supplied from passage 119 becomes charged with fluid under pressure from the brake cylinder, so that when it is desired to hold the locomotive brakes applied in releasing the train brakes, fluid underpressure will not flow from the application piston chamber 19 1nto the release pipe 88 and thus effect a partial undesired release of the locomotive brakes, as will be hereinafter fully described. The application pipe 87 is also charged with fluid under pressure from passage 119 which is supplied with fluid under pressure from the brake cylinder. As hereinbefore described, release pipe pressure acts in chamher 115 on diaphragm 33 and tends to unseat the cut-off valve 31, but by supplying fluid under pressure through passage 119 to cl1amher 118 on the opposite side of said dial P g and eq ent v i mm. pa sag 19 to pp n p p #3 ,1 th die-ph egm 33 is plac d equilibrium-sqth tthe 1 tofif valve 31remains seated.

When the pressure o f fiuid supplied to valve chamber 22 of the distributing valve device 1 and ccnsequently to, brake cylinder 108 and through passage,1 0 9;to application piston chamber" 20;gbuilds up; to, a degree slightly exceeding thepressure of fluid supplied to chamber .19, the application piston 18 is shifted towardthe right hand. This movement of piston, 18. shifts the application slide valve 26 until port- ,125: is lapped, so asto prevent furtherfioiv of :fiuid to the brake cylinder. The pressure.;o t;.fiuid- ,thusgobtained in the brakecylinder is substantially equal to the pressure-,ofifluid obtained in chamber 19-, andas aj'result thepressur-e oi fluid obtained in the. applicationpipe Wand distributing valve release pipe, 88 is substan tially equal toi lthe pressure obtained in the application piston chamber 19,; application chamber 12% and cut-ofi,;valve chamber 30, since both otsaid .pipesxa-re, charged with fluid under pressure from the brake cylinder inthe inainer'hereinbefore described. -To-effect a r,elease ofi,.th'e brakeszaf-ter ,an

automatic service application, the brake under pressnreis ventedfnom theapplica v tion piston chamberiltl;t0 ;-the:at1nosphere through passage 10.1,cavity 102 in slide valve 13, passage 103, past the check valvelOl,

through passage :105, theiidistributing valve release pipe 88, cavity "89 in the rotarylvalvei 82- 0?: the independent brakesvalvesdevice,

' pipe and passage .90.,cavity1Q6; in rotary valve oi:the automatic brake valve device 5, atmospheric :passage 107.. The application valve 13, through which cavity fluid under pressure is vented from theapphcatonpiston chamber 19, the chamber 1124isalso;vent.-. ed. Fluid under, pressure is also vented from the application pipe .87 through passage 119, choke .131, past the check; valve 120. and

through passage i105 leadingto the vented; re-. 1 lease" pipe-BSJJEIThe supplyof fiuidxunder pressurefroni the; brake .byliuderwlOS: throughzpassage 128. to passage'r119 ;connect.-.

chamber 124. being ,connected through passage 123 to cavity. 102 lIlhSlldB melts the. vapplieefi nvlind nrire 81mins ne ieietedby u 129 p rmi the appl es ie pip 8 andr lees view -fits ves ed in the m ineabov describe zi i e ve t g; pi fluidiimder Pressur ite t errl vtie p stes ham t clane z ts ea ey in i r P essure in icl e ib t fiql hi tthe .-12i..$ i;;1 -e l lide va es. .23. and 2 5 to. release position in, which, fluid P e sma ve it i e l th .b ke yl n e 1.0.8 ti -mus Pipe. an 'iiee ag 9 ?e ..e val e. chambe .2 pe 1 in therelea s ide and mosph r Passage 15 1, the e y e fecting a r lease 41f the br k .1 efissi e a elea e o the brakes. ette an "enigma appl ca t sf-eestemisyl more t e au ma brake val e. e vice to; re ea .n tim f supply n flu a hig P ssur d ec y. #9 1 t e main ervoir to the br k pip :1 and; then sitar e ta n. laps f tim the..b e.val.ve si viee :is mo d. 9 ru siposition, oricow Plati g the he ginsq t e; b e Pipe- .ln el esepesi i n Ofthe aut lneti b e e; alve de ce, he. pa sag w item the istrib ting valverelease pipe 88 is lapped. by the rbtary valve 2- .Ihe n rea einb ake-rip pr sureshifts the equalizing piston Qand s lide valve 3 a dl t r le s pos ti n. ashe e: inbefore described, but due to the release P pe b i gl pp d. i th au matic-bra valve device. 1. rele se-0f the. ocom t v brakes ,doesnotoccur or. in .otherflwords, the locomotive brakes are held applied While the brakes on thecars of the train are beingre: ea d. by; n n r se. n .ib ake-ep pe pres sur ,As he einbef edescrib thei telease pipe 88a passagcllqia d flieepplic tm pipe 8?.. dpassage 19 a e charg d-wi lui i .t11e .brakecyl l dei effecting an. appl catio oft eb a es. .Duetothivelase pipe being charged, the reduction inpressm e inmhe appl ca i n-pi tonchamber;l9idoes not o u uponconnecting saidch mbflrtbithe re.- lease P p -thr0ug'hth qualizing slideva ve 13 inltherelease position: lniothervvords,

thelocomotive. brakecylinder, pressure iisheld at the degree obtained in the application, un til therelease of fluid .fromthel brake .cylinder is; intentionally .efie'ctedby. movementoi the ;auto1natic.-brake.valve device tolthe run ning position, as ,hereinhefo're. described? I After an: automatic service Lapplicatiomof the brakes effected, if, insteadjot releasing the brakes on :the train bysupplyingafluidune dertperssure .to the brake pipe-'11, itis desired to release-the-;brakes on the locomotivegindependently' ofthebrakes onvthe train, the;-inde-. pendentlbrake valve device i is turned to releaseyposition; T. i

-ln. release vposition of 'thewindepen'den t' brake valve device, ztcavitj :lfiliin the rotaryvalve .82 .[connects .theri application pipe :87 with the .atmospheric a passage 134," and Lathe pipe 81 2 being. connected :bypassage 119 :to

chamber 118 fluid vented'troni said cham ber and from one side of the diaphragm 33 vice to said pipe only if the pressure already in said'pipe is less than the pressure of fluid supplied by'the reducing valve device. If the pressure already in the release pipe 88 is not less than that supplied by the reducing valve device,'fluid under pressure from the reducing valve device acts merely to main-' tain the pressure in said pipe. 'Since the release pipe 88 communicates through passage 105 to chamber 115 in the distributing valve device, release pipe pressure acts on one side of the diaphragm 33. The pressurein chamber 118 at the opposite side of diaphragm 33 being reduced as above described, said diaphragm is deflected by the pressure in chamber 115 and the lever 37 is thereby operated to unseat the cut oil valve 31. V

Unseating of the cut-off valve 31 vents fluid under pressure from the application piston chamber l9 by way of passage 101, outofl valve chamber 30, and past the cut-off valve 31 to chamber 118 which is open through the application pipe 87 to the atv mosphere as above described. Venting of fluid-from the application piston chamber 19 permits brake cylinder pressure in chamber 22 to operate said piston to effect a release of fluid under pressure from the brake cylinder 108. V

' The check valve 120 is provided to prevent flow of fluid under pressure from therelease pipe passage 105 to the application pipe passage 119 through which fluid is vented in effecting an independent release of the locomotive brakes.

- To apply the locomotive brakes independently of the train brakes, the independent brake valve device 4 is turned to application positionin which a port 153 connects the rotary valvechamber 81 to the application pipe 87 so that fluid supplied from the reducing valve device 86 to chamber 81 flows to the application pipe 87 and thence flows through passage 119 to chamber 118 and acts on the cut-off valve 31. The r cut-ofl' valve is not connected to lever 37, so that the pressure of fluid acting on said valve unseats it against the opposing pressure of the light spring 32. Fluid under pressure supplied to chamber 118 thenflows past said valve to chamber 30 and fromthencethrough passage 101 to the application piston chamber l9.

passage 105 and chamber 115 are charged with fluid under pressure from the application pipe passage 119 by flow past the check valve 120 and also by flow from passage 101 through cavity 102 in the equalizing slide valve 13, passage 103 and past the check valve 104, so that the diaphragm 33 will be immediately responsive to a reduction in pressure in chamber 118 in effecting an independent release of the brakes as has been hereinbefore described. In eflecting an independent release of the locomotive brakes, the check valve 104 prevents flow'of fluid under pressure from the release pipe passage 105 to passage 103 which communicates through cavity 102 in the equalizing slide valve 13 with passage 101 from the application piston chamber 19, from which chamber fluid is vented to eflect the release of brakes. If desired, the locomotive brakes may also be released after an independent application of the brakes,bymovingthe independent brake valve device to running position, in which position the release pipe 88 is open to the atmosphere through the automatic brake valve device 5, and under this condition fluid is vented from the application piston chamber 19 through passage 101, cavity 102 in the equalizing slide valve 13, through passage 103, past the check valve'104, through passage 105 andthen through the release pipe 88.

To effect an emergency application of the brakes, the automatic brake valve device 5 is operated to effect a sudden reduction in pressure in the brake pipe 11. The equalizing piston 9 and slide valves 13 and 14 are thereupon moved to emergency position in which'fluid is supplied from the pressure chamber 17 to the application piston chamber 19 directly fromvalve chamber l5, past the end of the slide'valve 13 to passage 101 leading to the piston chamber 19. Passage 123 from the application chamber 124 is lapped by the slide Valve 13, so that fluid pressure equalizes from the pressure chamber 17 only into the application piston chamber 19. The application portion of the distributing valve device is then operated to supply fluid under pressure to the brake cylinder 108 at a pressure corresponding with the pressure at which the pressure chamber I 17 equalizes into the pistontchamber 19.

The application pipe 87, passage 119 and chamber 118 'are charged with fluid under pressure from the brake cylinder 108, and the release pipe 88, passage 105 and chamber 115 are charged with fluid under pressure from iio passage 119 in the samemanner as when a service application of the brakes is elfected. From chamber 118, fluid under pressure flows through passage 135 to chamber 53 at one side of the double check valve 50. Chamber 51 at the opposite side of said check valve being open to brake pipe 11 through passages 112 and 12-, fluid under pressure is vented from said chamber in eflfecting an emergency application of the brakes. When the pressure in chamber 53 exceeds thereduced pressure in chamber 51, the check valve 50 is moved so as to connect passage 113 to chamber 53. Fluid under pressure then flows from chamber 53 through passage 113 to diaphragm chamber 114 and acts on the diaphragm 44 to maintain said diaphragm deflected and'valve 43 seated so as to permit release of the loco-- motive brakes independently of the train brakes,by operation of the independent brake valve device 4 in the manner hereinbefore described.

It will be noted that if the valve 43 Were not retained seated in effecting an emergency application of the brakes, an independent release of the locomotive brakes could not be effected, for the reason that fluid under pressure supplied by the operation of the independent brake valve device 4 to chamber 115 for deflecting diaphragm33 to unseat the cut-oil valve 31, would be vented from said chamber to the atmosphere past valve 43, through chamber 116 and passage 117.

If the application pipe 87 1S broken When an emergency application of the brakes is effected, the double'check valve 50 will not be operated as above described, but fluid under pressure will be vented from diaphragm chamber 114. Under this condition an independent release of the brakes after an emergency application can not be effected forthe reason that valve 43 is not held seated. If the application pipe 87 should break after having efl ected an emergency application of the brakes, fluid under pressure Wlll be vent-' ed from chamber 118 and from diaphragm chamber 114 which is connected to chamber 118 through the double check valve device.

The venting of fluid from chamber 114 perf mits release pipe pressure in diaphragm chamber 115 to unseat valve 43' and thus vent to the atmosphere. This venting of fluid from chamber 115 prevents diaphragm 33 from being deflected against the reduced pressure in chamber 118 and unseating the cut-oil? valve 31 which would cause an undesired release of the brakes.

- If the application pipe 87 is or shouldbecome broken there will be leakage of fluid under pressure from the brake cylinder past the check valve 130 and through the application pipe 87 to the atmosphere, but such leakage is rendered inappreciable by the introduction of the choke passage 129 which restriots the leakage flow. V

1 If the application pipe 87 should become broken after a service application of the brakes is eflected, the locomotive brakes will release because the cut-0E valve 31 will be I opened by releasepipe pressure in chamber 115 acting on diaphragm 33, the chamber 118 at the opposite side of the diaphragm 33 being vented through the broken application pipe 87. As hereinbefore described, the valve 43 is held seated when a service application of the brakes is effected by action of brake pipepressure in chamber 114 on diaphragm 44, fluid under pressure being supplied to chamber 114 from the brake pipe 11 become substantially balanced so that the fluid pressurein cut-01f valve chamber 30 in addition to the pressure of spring 32 will seat the cut-off valve 31 and thus prevent venting of fluid under pressure from theapplioation piston chamber 19.. Thepressure of fluid supplied to chamber 19 Will then operate the application portion or" the dis-v tributing valve device to apply the locomotive brakes in scribed. p

If the application pipe 87 should be broken the manner hereinbefore debeforean application of the brakes is ini tiated, an emergency application of the brakes canbeefiected in the'same manner as hereinbeforedescribed: Also, a service application of the brakes can be efiected if desired, since diaphragm chamber 115 will not be supplied with fluid under pressure from passage 119 for unseating the cut-off valve 31, on account of passage 119 being vented through the broken application pipe.

If the distributing valve release pipe 88 should be broken or become broken, fluid under pressure will leak from passage'119 and thus from the application pipe 87 through choked'passage 131 to passage connecting to the release pipe 88, but the leakage is so restrictedby said choked passage 131 that there will be no appreciable loss of fluid pressure in efiiecting an independent application of the brakes. It will however be noted, that with the release pipe 88 broken,

an independent release of the brakes canas hereinbefore described.

While the train is running, and the brakes Y remain released, the engineer must maint'aln ply of fluid under pressure cut off from the the pedal76depressedby the pressure of his foot.

If, While the brakes ,arereleased, theengineer should remove his foot from the pedal 76', asforjhstance due to his becoming in capaeitated, then the spring 71 willflact to seat thevalve 79 and the diaphragm 74 will be moved away from the seat rib 75. v V

The seating of valve 7 4: cuts off the supply of .fiuid 'underpressure from chamber 7 0 to the applicationpiston chamber 55, while the movement of diaphragm 7 spermitsventing otfluid,,undeiipressure from chamber 55 to theatmosphere through passage 98, past the diaphragxnseat rib to chamber 97 and from thence through passage and pipe 96, chamber 7 3 in the foot valve device, past the diaphragm 74 and to the atmosphere through chamber 7 8, which chamber is open to the atmosphere throughpassagel5e.

The venting of fluid under pressure from theapplication piston chamber 55 permits main reservoir pressure invalve chamber 56 to move theapplication piston and slide valve 57 to emergency application position in Which the brake pipe llisouened to the atmospherethrough passage 12, cavity .136 in said slide valve and atmospheric passage 137. Fluid under pressure is thereby suddenly vented directly from the bra re pipe to'theatmosphere and causes an emergency application of the brakes to be efiected. Passage 99 is lapped by theslide valve 57 so as to cut off the supply of fluid to the radii"- ing valvevdevice 86 and fronrt-hence to the independent-brake valve device 1 for reasons which will be hereinafter explained. Passage 109 from the brake cylinder 108 is disconnected from passage 19?. so that fluid under pressure isunot supplied from the brake cylinder to the application pipe 87 orrelease pipe 88 as in effecting an application of the brakes by operation of the brake valve device This is desirable, since with the suprotary valve chamber 81 of theindependent brake valve device. if fiuidunder pressure were supplied to the application pipe and release pipe 88, the pressure iii-said pipes acting on the seating face of rotary valve 82 might lift said rotary valve and permit fluid under pressureto be vented from saidpipes to the atmosphere through passage 18 1, and the flow of fluid between the rotary valve and its seat might carry dirt or otherforeign material on to the seat which would later pie vent proper operation ofthe rotary valve.

With the application slide valve 57 i. emergency'position, diaphragm. chamber 66 a is connected to the atmosphere through passages 133 and 127, port 188 in said slide valve and atmospheric passage 139. v This ensures seat rib 60 of diaphragm 59 remaining out of engagement with the casing rib 61., so that I which fluid under pressure is again supplied to the independent brake valve device 4, which may then be operated in the manner hereinbefore described to effect a release of the brakes.

It will benoted that if the seat rib 60 on diaphragm 59 were not maintained away from the casing. seat 61 by opening the diaphragm chamber 66 to the atmosphere, it would ,be impossible to supply fluid to the application piston chamber 55 to effect a release of the brakes.

When an application of the brakes is effected by operation of eitherthe automatic brake valve device 5 or independent brake valve device 1 in the manner hereinbefore described, fluid under pressure is supplied to the diaphragm chamber 66 by flow from the brake cylinder passage 109 through cavity 126 in the application slide valve 57 and passages 127' and 188. lVhen the pressure in chamber 66 is increased sufficiently to defleet diaphragm 62, the diaphragm valve 59 willbe shifted by movement of the diaphragm 62 so that the seat rib 60 will engage the seat 61. Connection from pipe 96 to passage 98 is thus cut oil, so that the operator may remove his foot from pedal 76, after having effected a predetermined application of the brakes, Without causing the applicationvalve device 2 to operate. .However, before the brakes are released afteran application, the pedal 7 6 must be again depressed, to that when dialease of the locomotivebrakes even though,

the brake pipe is vented. It isapparent howeveiythat the brakes can not be released unless the operator maintains the footvalve device 6 in a depressed posit-ion for the reason that the distributingvalve device con trol by the independent brake valvefdevice 4" is interlocked throughthe application valvedevice 2 insuch a manner that maxig mum safety of'control is-provided,due to the fact thatvifiithe operator should .for any reason remove pressure from pedal 76.01? the foot valve device," an emergency application of the bra-kesfwillbe automatically ,eflected, which applica'tionfean in no way be'released; until the foot pedal is again depressedto. its normalcposition. l a, While one illustrative 'nbodimentof the invention'has been describediindetail; it is not my intention to limitits scope to that embodiment orotherwise than by the terms of the appended claims. Having now described-my invention, what Iclaim as new and desire to secure by LettersrPatent is: I. l w 1 1-; In a fluidpressure brake, the combination with a brake cylinder, of .a valve device for supplying fluid under pressure to said brake'cylinder and for releasing fluid under pressure from saidbrake cylinder, a pipe for supplying fluid under ressure to said valve device, a-check valve or normally preventing back flow-through saidpipe, an abutment movable by fluid under pressure for unseating said check valve for permitting release of fluid under pressure from said valve device through said pipe, a release pipe for supply.- ing fluid under pressure to said abutment, a. valve-for venting-fluid under pressure from said release pipe, a brake pipe, a movable abutment. operated by fluid under-pressure from said brake pipe for'seatin'g said valve, and-means operated upon a-reducti0n brake pipe pressure to supply fluid under pressure from the first mentioned pipe to said movable abutment.

- 2. In a fluid pressure brake,- the-combination with abrake cylinder, of a valve device for supplying fluid under pressure' to said brake cylinder and-for releasing fluid under pressure from said jbrake cylinder, a pipe for supplying fluid under pressure to said valve device, a check valve for normallypreventing back flow through said pipe, an abut.- ment movable bv vfluid underm'pressune for unseati-ng said check valve for permitting release of :fluid under pressure from said valvedevice through said pipe, a release pipe for supplying fluidunder pressure to said abutment,a brake pipe, a valve for venting fluid under pressure from said release pipe and normally maintained seated :by fluid under. pressure'zfrom said brake pipe, and valve means operated upon a reduction brake pipe pressure to supply fluid under pressure-from thev first mentioned pipe to maintainsaid valve seated. Y p

3.. In a fluidnpressure brake,.thecombination with a brake pipeandabrakecylinder,.of a valve ldevice operative upjonan increase in flu dp es u e tosupp y. fluid under pres ure 9 s d. bra cy i der auduponareductionin fluid pressureto vent fluidunder pr ssure:

from said brake cylinder, valvemeans operate ed byvariations in brake pipe-pressure for control ing-the op ation of said valve devise,-

means operated by Efluid. under pressure for venting fluidunder pressur from a valve device independently of said valrve means, a; brake Yahle device for supplying fluid up? der pressure tOEsaid m ns, a -sa ety c n-I of a valve d ice opera ve up n a ue saw fluid pressure ,to supply fluid under pres.- sure to said brake cylinder and -uponareduction in fluid. pressure to vent fluid under pressure from said brake cylinder, I valve mea s-ope dby variat ons. in ake-Pi pressure for controlling the operation ofsaid Valve device, meansoper-ated by fluid under pressure. for venting fluid under pressure frjornsaid valve device independently of said valvemeans a brake valve device for supplying f u d unde {pres ure t d me ns, and safety controlmeans normally subject to manual pressure for supplying'fluid under pres ure to saidb ake val e devic and 1 erative upon the relief of manual pressure for cutting off the supply of fluid under p ressure to said brake valve device. y

4. -HI a uid pres e bmks, m ina-v iou w h, a raeop r and a e y nde Of a, a v ev e Op a ve p n n; us ass fl P essu e o urp yjfl und r PMS. ure-to said b ke cylind r eu upon's edu ion in fluid p u to v nt fiuiduudes p essu e f a b z ke Wl l Q al me QP MQdbY va o in bra e Pipp s ur to e tm ug the ope ati n fof aidv sl se, m an op rat y flu d unde pre ure for ve ing d d r p es sure from sai val d ic n epen nt y i a 'd lve m an a br e a ve device is pplying fl d u de p es u to sa d mew. s f y o re appl ca ion valv e e opterative upon a reduction in fluid pressure to en fluid 11n s p ssus om aid b ake pipe and to cut oil the supply of fluid under p essure-w sa dbr k a v d v ses enu ally c ntrol ed'd v c :Qperat ve pon the e: lief of manual pressure for reducingtl e fluid pressure on saidsafety control application val e e is an mea p rative, by apre: determined u e e in brak cyl nd presr Qnpreve t ugthe oper t n o said safQty; cont l app ica io v l e d vice the re ef o manual press ue Lou sa menus all-y controlled device.

' In a and pr ssure; brake, as was;

tion with'a brake-pipe andv a brake cylinder,- ofan applic ation valve device operated an increase 'in'fluid pressureto effect an u plic'ationof the brakes and upon-areduction in fluid pressure to effect a release ofi-the" brakes, an equalizing valve device operativeupon a reductionin brake pipepressure to supply fluidunder pressure 'tosaid appliea-' tion valve device, a pipe for releasing fluid under pressurefrom said application valve device, acheck'valve-for normally preventing flow offluid from saidapplication valve device-to said pipe, means operated by fiuid pressure for unseating said check valve, arelease pipe for supplying fluid under pressure to said means, means for supplying fluid under pressure to both of saidpipes from said brake cylinder, a check valve for preventing back-flow fromasaid pipes to'said brake cylinder, a brake valve device for connecting the first mentioned pi e'to the atmosphere and for supplyingfluid under pressure to the releas'epipe, safety control means for controlling the supply of fluid from the brakecylinder to both of said pipes and the supply of fluid to said brake valve device, and operative upon a reduction in pressure to cut off the supply of fluid to said pipes and to said brake valve device and to vent fluid under pressure from said brake pipe to'the atmosphere, and manually.- controlled means operated "upon the relief ofmanual pressure by the operator for reducing the pressure of fluid on said safety control'means.

7. .In a fluid pressure brake, the combination with a valve device having an'applic'aa'. sure in said application pipe for opening the check valve to release fluid under pressure from said piston chamber through said ap plication'pipe, and a-brake valve device for supplying fluid under pressuretosaid release pipe and for opening said application pipe to the atmosphere. r

8. In a fluid pressure brake, the combination with a brake cylinder, of an application valve device operative in accordance with variations in fluid pressure to supply fluid under pressure to said brake cylinder and to vent fluid under pressure from said brake cylinder, an application'pipe for supplying fluid under pressure to said application valve device and communicating-with said brake cylinder. means for preventing flow of fluid from said application pipe tojsaidbrake cylinder, a release pipefor releasing fluid under pressure from said application valve device and communicating with said application pipe, means for preventing flow of fluid from the release pipe to the application pipe, and valve means for supplying fluid under pressure to said application valve device.

9. In a fluid pressure brake, the com bination with a brake pipe and a brake cylinder, of an application valve device 0perative in accordance with Variations in fluid pressureto supply fluid under pressure to said'brake cylinder and to release fluid under ressure from said brake cylinder, an equa izing'valve device having a release po sitionfor venting fluid underpressure from said application valve device and movable upon a reduction-in brake'pipe' pressure to an application position for supplying fluid under pressure to said application valve de-' vice, an application pipe for supplying'fluid under pressureto said appliaction valve device independently or said equalizing valve device and communicating with said brake cylinder, valve meansfor. preventing 'flow of fluid under ressure from said applicae tion pipe to said brake cylinder, a release pipe through which fluid is vented from said application valve device when said equalizing valve device is in release position, said release pipe communicating with said application pipe, valve ,means for preventing flow of fluidfrom the release pipe to the application pipe, and cut-oflt' valve means operative in accordance with the pressures in the application pipe and release pipe'for controlling communicationfrom the application valve device to-the application pipe.

10. In a fluid ressure brake, the combination with a brf e cylinder, of avvalve device operated by variations influid pressure for controlling the supply i of fluid under pressure to said brake cylinder and having a passage through which fluid under pressure is supplied to said valve device, a check valve for preventing'back flow from said valve device through said passage, ailever having an arm for unseating said check valve, and a movable abutment operated by fluid under pressure for operating said lever to unseat said check valve forrreleasing'flu'id under pressure from said valve device through said passage upon releasing the brakes; V. i

11. In a fluid pressure brake, the combination withv a brake cylinder of a valve device operated by variations-in fluid pressure for controlling the supply of fluid under pres sure to said brake cylinder and having a pas sage through which fluidunder pressure is supplied to said valve device, a check valve for preventing back flow from said valve de vice through said passage, a spring for seating said check valve, a'lever for unseating said check valve to permit flow of fluid una check valve for normally preventing back flow through said pipe, an abutment mov able by fluid under pressure for unseatin said check valve for permitting release 0 fluid under pressure from said application valve device through said pipe, a release pipe for supplying fluid under pressure to said abutment, a valve for venting fluid under pressure from said release pipe, a lever, and

a movable abutment operated by fluid under pressure to seat said valve through the medium of said lever.

In testimony whereof, I have hereunto set my hand, this 1st day of July, 1931.

JOSEPH C. MGCUNE. 

